Automatic coupling for railway carriages, wagons, or such like vehicles.



PATENTED OCT. 18, 1904.

7 A. A. BOSE. AUTOMATIC COUPLING FOR RAILWAY OARRIAGBS, WAGONS,

0R SUCH LIKE VEHICLES.

APPLICATION nun my 11. 1903.

N0 MODEL.

4 SHEETS-SHEET 1- PATENTED OCT. 18, 1904.

0R SUCH LIKE VEHICLES. nrmcumx TILED In 1 1. 190a.

4 SHEETS-SHEET 2.

no MODEL.

[NVEAI'TOR im-l W1 71 155575. g. O5, wmwu PATENTED OCT. 18, 1904.

A. A. ROSE. AUTOMATIC COUPLING FOR RAILWAY CARRIAGES, WAGCNS,

OR SUCH LIKE VEHICLES.

APPLICATION FILED MAY 11, 1903.

4 SHEETS-SHEET 3.

N0 MODEL.

1' NVENTOR MM 24am PATENTED OCT. 18, 1904.

A. A. HOSE. AUTOMATIC COUPLING FOR RAILWAY CARRIAGES, WAGONS,

OR SUCH LIKE VEHICLES.

APPLICATION FILED MAY 11. 1903.

SHEETS-SHEET 4.

N0 MODEL.

INVENTOR WITNESSES:

UNITED STATES Patented October 18, 1904.

PATENT OFFICE.

ARTHUR A. ROSE, OF JABAEPUR, INDIA.

AUTOMATIC COUPLING FOR RAILWAY CARRIAGES, WAGONS, R SUCH LIKE VEHICLES.

SPECIFICATION forming part of Letters Patent No. 772,376, dated October 18, 1904.

Application filed May 11, 1903. Serial No. 156,585. (No model.)

To all whom it may concern:

Be it known that I, ARTHUR ARNOULD Rosa, manager Burn and Company, Limited, Pottery Works, J abalpur, India, a British subject, have invented certain new and useful Improvements in Automatic Couplings Suitable for Railway Carriages, Wagons, or Such Like Vehicles, of which the following is a specification.

This invention relates to an improved automatic coupling for railway carriages,wagons, and such like vehicles, and is intended to obviate accidents to life and limb that are constantly occurring in the coupling and uncoupling of railway-carriages by the apparatus at present in use, which necessitates the operator getting inside between the carriagebuffers.

In the drawings hereunto annexed and which are to be read as part of this specification like letters and numerals are used to indicate the same parts in each figure.

Figure 1 shows a plan of the coupling fitted through brackets attached to ends of abutting carriages by means of draw-bars. Fig. 2 shows a section of the same on line V W, Fig. 1, with the couplings interlocked. Fig. 3 shows a side elevation of two carriages coupled, the near buffers being omitted in order to clearly show the different parts of the coupling. Figs. 4 and 5 show the pair of grap- .plers of the automatic coupling facing each other, as they would be when fitted 'in position upon the ends of .the carriages. Fig. 6 shows a side view of the grappling-claw D. Fig. 7 shows a side view of end of bend aon arm 0 over which grappler travels and hooks onto. Fig. 8 shows a plan, and Fig. 9 a side view, of abutment-piece Ewhen it is attached to front of bracket G and not to long drawbar F. Fig. 10 shows a plan view of abutment-block E with draw-bar screwed into it, and Fig. 11 a side view of same. Fig. 12 shows a front view of bracket H, and Fig. 13 a top view of same. Fig. 1 1 is a front view of weighted lever G, and Fig. 15 a side view of same. Figs. 16 and 17 show plan and side Views of canting-lever H. Figs. 18 and 19 show plan and side views of uncoupling-key B. Fig. 20 is a side View of center bolt 1.

This automatic coupling when attached to I the carriages comprises a grappling-plate A,

having two arms B and C splayed outward from its center a certain distance. The arm B is thence projected forward in a straight line parallel to the central line of the carriages or wagons and terminates in a grappling-claw D, formed on its end, the upper part forming an upward-sloping and forward projecting horn. The end a of the arm C is bent outward at bhorizontally at right angles to the center line of the grappler, so that when the couplings are fitted on carriages the position of the arms is reversed. The grappling-claw D, on arm B in each coupling comes opposite to and engages with the crooked part a on arm C when the carriages are pushed against each other. Each coupling (marked A) is attached at its central point 6 to the abutment-block E between top and bottom flanges or lugs and e by pivotal center bolt I, which is secured by nut J. The abutment-block E is centrally bored out and threaded for a lefthanded screw into which is screwed the forward end of the draw-bar F. At top and bottom of E (at back) are two stop-flanges (Z, which project over the nose of" of bracket G, attached to end of carriage. i

A certain space (i is left between fianges'd and surface of bracket to permit of theabutment-block turning slightly to right or left on draw-bar, which movement allows'of grappling-claw D of each coupling to rise over and depress crook a on arm C, and thereby effect the coupling of the carriages or cars.

The draw-bar F after passing through center of bracket G is secured at its after end to the carriage sole-plate H by nut d which is screwed down tight against a washer-plate 0Z which abuts against shoulder d on drawbar. A rubber washer or spring d works on bar between sole-plate and washer-plate. Nut d is secured on draw-bar by a pin 03 passing through nut and bar.

Suitable springs may preferably be used instead of rubber washers shown, or both may be used together, if desired.

Looking at Figs. 10 and 11, which illustrate the form of the abutment-block E, it

IOO

flanges or lugs e and e the upper one, 6, is thinned away at e on its under side from center of bolt-hole outward, and the under one, e, has a depression cut into its upper face at back 6 the slope in the lower lug being parallel to that in the upper one, and the bolthole Z) in the coupling (see dotted lines, Fig. 6) has its sharp edges 5 at top and bottom rounded off all round. This arrangement permits of a vertical movement of the forward part of the couplings, which is necessary when one carriage is lower than the other, which occurs when an empty and a loaded wagon are brought together for coupling.

.On the under side of lower lug e a thick sloping flange e is raised on each side from the shoulder e of E to nothing at tip of lug. Between the two flanges the nut J screws onto center bolt I on a level surface. The cut-away e and the depression 6 are gaged to allow a rise of four 1) inches in the forward part of the couplings; but 6 and 6 may be varied according to the description of vehicle that they have to be attached to, and if coupling-piece A be lengthened and bracket Gr shortened up a further rise to any desired extent can be secured.

Now, looking at Figs. 4 and 5, it will be ob-- served that the back of the coupling, which is connected to the abutment-block E by center bolt I through bolt-holes Z) and 6 on which it pivots, has three irregular surfaces 17 to the left of the central line 19 and abuts against the face of E when in position. Next there is the slope q to the right of the central line p, which permits of the coupling turning slightly on central pivotal bolt I in the direction shown by the arrows in Fig. 1 until the sloping surface q in each coupling abuts against the face of the abutment-block E. This movement disengages the couplings. The part marked J is a shoulder against which the face 00 of the weighted swinging lever G, Figs. 14 and 15, abuts for the purpose of pushing back the coupling into a straight line and keeping it there for coupling purposes after the turning movement above described has been effected. This weighted lever G (illustrated in Figs. 14. and 15) consists of a backwardly-curved iron bar having a Weight it fixed on its tail end, and on its squared head it is forged a threaded pin-bolt f at right angles to bar which passes through pin-hole f in top of abutment-piece E, Figs. 9 and 11, in which it swings loosely and is secured therein by nut f on its outer end. A shieldpiece m, which also acts as a shroud to head of lever, is detachable and fits onto shoulder f 3 of pin f and is fitted with two lugs :13 and 41?, which clasp the rod and keep it in its place. The rounded face m is beveled outward at bottom, so as to secure a greater leverage and to avoid too much curve in bar.

Figs. 10 and 11 show the draw-bar F fitted into the abutment-block E by means of the left-handed screw f on its inner end.

Figs. 12 and 13 show plan and side views of brackets G, against the front of which the coupling abuts and through which the drawbar passes and is housed at g. This bracket, the dimensions of which may vary, is attached to end of carriage by four square-necked bolts I P P P passing through bolt-holes 1 2 3 4 in lugs O and P.

The bracket-bolts may be fitted with rubher washers or pads under nuts and also outside intouch with face of carriage.

When the bracketis shortened up orlengthened, the arms 5 and 6 are operated on. Any other suitable form of bracket may be used.

The canting-lever H (shown in Figs. 16 and and 17) is a flat-headed curved bar, with a hook-handle Z on its outer end and a square hole Z in its flat circular head, which fits onto square shoulder w of center bolt I immediately under its head 10 The lever-rod is curved back just enough to allow handle l to be nearly in touch with end of carriage.

When the couplings are to be thrown out of gear, so that they cannot couple when the carriage-buffers are brought in contact, as in flying-shunts, the end Zof this lever is canted upward and attached to a hook or ring on end of carriage. When in gear, the end Z of canting-lever is dropped to its normal position.

The uncoupling-key (shown in Figs. 18 and 19) is simply a square rod R with a ring-handle Q) at its outer end and a square-tipped nose t, and having a shoulder u knocked up on it. This key may be kept in stationoffice or in brake-van, or it may attached to brackets on end of carriage with a locking apparatus to prevent unauthorized removal, the key of which may be kept in station or in the guards van. The arrows shown in Fig. 1 indicate the direction in which the handle of the key should be pushed to effect the uncoupling. When being used for uncoupling purposes, the noset is inserted in square hole to in horn of grappling-hook, and the handle 4; jerked toward the end opposite carriage or wagon, to which the coupling is attached. This movement will effect the uncoupling.

Fig. 20 shows a view of center bolt I, the shoulder or neck 20' being left square, and the head w may be either square, polygonal, or round, preferably the latter, so as to correspond with the circular head of canting-lever secured beneath it on squared shoulder of bolt I.

In illustrating the arrangement of this antomatic coupling the end portion L of two carriages is shown with their buffers R and buffer-boxes S.

As this automatic coupling will have to be fitted to carriages and wangons of varying sizes and under Varying conditions, the dimensions of the parts forming the coupling may have to be altered to meet the varying circumstances.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim as novel, and for which I seek protection, is-

1. The improved automatic coupling comprising a grappling-plate having two splayed arms (a long and a short one) projecting from its front, the end of the short arm forming a catch-hook and the end of the long arm forming a grappling-claw to engage with the similar grappling-arm on the opposite car, the back of said grappling-plate being pivotally attached between two jaws on the front part of an abutment-block so as to admit of its pivotally turning (preferably to the left) to the necessary extent, a weighted lever for returning it to its coupling position and means provided in the jaws of the said abutmentblock to allow of the front part of the grappler rising vertically for the purpose of coupling with carriages of uneq ual height, said abutment-block being connected to the draw-bar through a suitable bearing-bracket attached to front of car and means provided for allowing said block to be revolved slightly on said draw-bar by'means of a canting-lever attached to its head for throwing the couplings out of gear for any desired purpose such as fly-shunting and a key for uncoupling the car, substantially as set forth.

2. In an automatic coupling, a two-armed grappling-plate, having its rear end pivotally attached to front of a partially revoluble abutment-block, suitable means in said block for allowing the grappling-arms to rise vertically, and having a short threaded bolt attached to its rear for attaching to car-bracket or front of car with a canting-lever and a weighted pressure lever attached to said abutmentblock and a key for uncoupling, substantially as set forth.

3. In an automatic coupling, the use of a two-armed grappling-plate having its rear pivotally connected to front of a partially revoluble abutment-block, the rear of said block being attached to car or car attachment, substantially as hereinbefore set forth.

4:. In an automatic coupling, the combination of a two-armed grappling-plate, pivotally attached to a partially revoluble abutmentblock fitted on outer end of draw-bar, the inner end of which is securely attached to car after passing through a suitable bracket-bearing fixed to front of car, a canting-lever fitted on head of abutment-block for preventing coupling, if brought into contact and. coupling is not desired, and a swinging horizontally-pivoted weighted lever for keeping the couplers in gear for coupling,with a long key for uncoupling without getting between the buffers, substantially as hereinbefore described and set forth.

In testimony that I claim the foregoing as my invention I have signed my name, in the presence of two subscribing witnesses, at Calcutta, India, on this 14th day of April, 1903.

ARTHUR A. ROSE.

Witnesses:

A. (JAN'rwELL, M. HANNEFF. 

